Framing construction for vessels



May 2, 1950 B. KERVARREC FRAMING CONSTRUCTION FOR VESSELS 2 Sheets-Sheet1 Filed July 25, 1945 ATTORNEYS R O N E V m ,Barn a "Q flervar/zc May 2,1950 B. KERVARREC FRAMING CONSTRUCTION FOR VESSELS 2 Sheets-Sheet 2Filed July 25, 1945 INVENTOR jar/7 2rd ffer'varraa ATTORNEYS PatentedMay 2, 1950 Applicati0n July 25, 1945, SerialNo. 607,045 =In'-FranceMarch 14,.1942

" Sect' ion L Public Law 690, August 8, 1946 "Patent expires Ma'rch'14,i962 7 I Claims.

.The presentzinvention:relates toithe: construction:oficargof'shipsandsimilarvessels.

:In shipbuildingiandtmiore' particularly in the building of shipszdestinedrto'icarry heavy fcargo "it 'is usual to support'the deck oridecks; generally constituted by iron sheets ior'zplates :securedonsmall transversely extending :beamsfby "girders extendingllongitudinally ol the ship. These longitudinal' .fgirders fhavefconsid'erable "height "and rest upon'zrows dfrstanchions convenientlyplaced at regular distances' within th'e h'ull and which stanchionstransmit? the aload' from the :longitudinalgirdersithat carry or suppoftthe' decks down to the bottom frameworkc'of the ship. "Conventionally,the stanchions are disposedin several rows extending"longitudinallylofithe "ship and transversely ispaced with respect to each other.

It is also usual practice to provide spaced vertical rribs along the"side of the ship. The webs'of these'ribs have considerable depthand'together with the longitudinally :extendinggirders protrude into theinternal "space "of the vessel which is designed to accommodate thecargo. Therefore, the protrusion of the longitudinal girders and theribs and the presence of a relatively important numbenof I stanchionsnot only disturbs'the handling and' storing of cargo ='that it to bedisposed in"the hold's"and betweenithe decks, butalsoxrenders*pra'ctieally useless for cargo an important part of the "volume of theholds and of the volume comprisedbetween the decks.

The present invention has for its object, the provision in shipbuildingof astrong frame or skeleton structure of greatly reduced weight andconsiderablyreduced size. This is principally attained by a reductioninvertical height --of the transverse cross 'section'of the girders and bya reduction to a 'strict'rminimum in the number of stanchions.

Theframe or skeleton according to the invention comprises, for everydeck, highly resistant transversely and longitudinally extending beamsor girders consisting of-box girders having very wide inner and outerreinforcing plates, one of which is constituted by 'the. main-deckitself,-and by upright or vertical girders, which may also be of the boxtype with wide innerand outer reinforcing plates and which are'securedon the lateral walls of the ship as ribs or riders in order to supportsaid transversely extending girders. Said longitudinally andtransversely extending girders are connected at their crossing pointspreferably by electrical welding; so. as to form together withsaidupright-ribs:oregirders a rigid .2 structure permitting thestanchions to be eliminated or at'least reduced to a minimum in number.The beams, of thetype ordinarilyemployed for supporting deck planking,may be 'used as the webs for the transverse and upright box girders.

The longitudinal girders may have across:- section of convenientlyvariable height. and be distributed according to requirements andmayextendover apart or over the whole of. the height of the coamings so asto resist asieiiectively. as possible the vertical iorce constituted bythe load and the longitudinal bending stress of the whole ship.

The above described arrangement may still be improved by reducing thedimensions of the box girders, and consequently reducing their weight byarranging longitudinally of the ship, the beams usually employed forsupporting the deck plankingbetween the-hatches and the lateral walls ofthe ship so as to increase the stiffness oi the deck, together withthe'cross section of the deck area resistive to longitudinal compressiveand bending stress.

In the accompanying drawings which showfby wayof example, twodiagrammatic constructional forms of a skeleton for a cargo vesselaccording to the invention:

Fig. 1 is a diagrammatic plan view of the first embodiment of the ship,the rear .part thereof being omitted,

Fig. 2-isalongitudina1 cross section On a'large'r scale taken alonglineII]1 of Fig. 1,

Fig. 3 is a cross sectional View. also on an enlarged scale taken alongthe broken line III-III of Fig. 1,

-Figs.4 and 5 are cross sectional detailed views on an enlarged scaleshowing the arrangement of a longitudinally extending girder and atransversely extending girder, respectively, and

Fig. 6 illustrates a fragmentary perspective cross-sectional viewwithparts broken away of the skeleton of a ship built according to thesecond embodiment of this invention. I

.In the arrangement of "Fig. 1, which shows in plan the maindeck, whichcomprises two strong longitudinally extending beams or box girders|,-2,-each=of said girders comprising as shown in Figure 4, channelirons 3, -in any number, connected by a strong inner sole or reinforcingplate 4 and by a-corresponding upper or outer .plate 5. The latter isconstituted by a plate of the main deck, so that by taking advantage .ofthe :important width of thepiate "5 the-height of the 3 girder andconsequently the weight of said girder may be reduced.

The girders I, 2, constitute the longitudinal head ledges of the holdhatches such as B, 1, 8 and9. The longitudinal girders may extend as onepiece units or be provided in sections of any desired length and be asnumerous as required by the length of the ship. For instance, in Fig. 1,

in the fore part of the ship, the girders ll), I i, are

arranged as shown in Fig. 4, but they are separated from each other adistance less than the space between the longitudinal girders I, 2, andthey may be constituted by beams of the, size ordinarily employed forsupporting the main deck.

use of additional sheet iron reinforcements. Continuations of theframework or box girders l2 extend along the hull or lateral sides oftheship as shown in Fig. 3 from the upper or main deck Hi to the doublebottom l1. These vertical elements or ribs comprise beams or box girdersl8 also constituted by channel or angle irons connected at their flangesby inner and outer sole or' base plates. the outer base plates alsoconstituting lateral walls or hull plates I9.

Due to. the above described arrangement in which, every hatchway isdefined by a strong frame formed respectively by the longitudinal boxgirders I. 2. and the transverse frame work or box girders l2, it ispossible to free the holds of stanch ons or at least to reduce thenumber thereof to a minimum and also to rovide large hatchway dimensionsas shown in Figure 2. It will be sufficient. for instance. to disposestanchions such as 20, 2| and 22 under the transverse box girders. l2which define the respective fore and aft athwartship edges of thehatches of the lower decks. thus unencumbering the holds and the spacesbetween the decks.

The reduced height of the longitudinal and transverse girders I, 2 andi2 and the reduced lateral extentoi the vertical ribs or girders l8aflords a noticeable increase of the useful volume of the holdssince-the protrusion of said girders into the holds is thus.considerably reduced.

It is thus possible to reduce to a minimum the depth ofthe ship as wellas its measurements.

It is understood that the res ective longitudinally andtransverselyextending beams, such as 23, 25 and 26 and which are utilized in theconstruction of the ship may have any desired shape. The number anddimensions of the iron plates used for the construction of the deck'plates and these beams may of course vary according to the particularrequirements.

The connection between the several parts of the girders is effected inthe conventional manner by welding as shown at 3| in Figure 2illustrating the connection at the crossing point of the girders l2relative to the girders I or by means of gussets or braces, not shown onthe drawings, or in any other manner convenient for the particularrequirement.

The reference numeral 23 designates small beams extending transverselyof the ship and ingirder l.

serted between the longitudinally extending girders and supporting thedeck.

As seen in the constructional form of Fig. 6 the box girders extendinglongitudinally of the ship along the sides of the hatches includereinforcing parts I and 2' havingan increased height extending above theheight of the usual box This arrangement permits the height of these boxgirders to be adapted to withstand conditions of v stress anddistortion, these longitudinally extending box girders with thereinforcing parts I and 2' easily resisting the load forces acting 'atright angles to the deck as well as the longitudinal bending stress ofthe whole ship. These parts I and 2 of the girders that havean-increased height may extend over a part of or the entire height ofthe coamings of the hatches. As shown in Fig. 6, the reinforcing partsor means comprises a box structure extending vertically above thekplaneof said deck having a height extending substantially over the height ofthe coaming along the longitudinal sides of the hatches and includingupwardly sloping end portions 2'! and 28 and a flat portion 29intermediate and'connecti'ng the end portions, said flat portionextending the major'longitudinal length of the hatch openings.

As also shown in Fig. 6, the cross sectional area of tight bulkheadssuch as 24 located at the ends ofsome of the hatches, and illustratedwith parts broken away, may be utilized to reduce the size, that is, thefore and aft cross-sectional extent of the girder 12 extendingtransversely of the ship at the ends of. the hatches. In this eventthese transversely extending girders are thus continuously supportedthroughout their whole length by the tops of the bulkhead.

According to this invention, beams 25 extending longitudinally of theship are arranged on either side of the hatches and supported by thetransversely extending box girders E2. These longitudinally extendingbeams 25 increase the rigidity of the ship and the useful cross sectionfor resisting longitudinal compressive forces. They may be furtherinterconnected by cross beams 26 extending transversely thereof.

This arrangement simultaneously stiifens the transversely extendingbulkheads by reinforcing the frame work of these bulkheads with thelongitudinally extending box girders l and 2 and also with thelongitudinally extending beams 25.

Transverse bulkheads are not usually designed for resisting stresses atright angles to the longitudinal plan of the ship, and the abovedescribed arrangement combining with the vertical rib girders extendingalong the hull at the side marginal edges of the bulkheads provide arigid bulkhead framework reinforced at the level of each intermediatedeck by the reinforced beams and girders incorporated in those decks.Thus a vessel skeleton or frame work is obtained with a minimum ofweight and encumbering portions as far as cargo handling is concerned,and one having undistortable sections which greatly imit longitudinallyand transversely thereof and hori Zontal plates supported thereon, atleast one row of hatches extending longitudinally of the deck, two boxgirders each extending longitudinally of the ship, transversely spacedand defining the longitudinal side margins of the hatches of said row ofhatches, box girders extending transversely of the deck from side toside thereof adjacent the athwartship ends of the hatches, connected tosaid longitudinally extending box girders and supported on and connectedto said rib means, each oi said longitudinally and transverselyextending box girders comprising a plurality of flanged profile ironsdisposed parallel to each other and to the longitudinal axis of thegirders, and inner and outer plates respectively connected to saidprofile irons with the outer plates constituting deck plates.

2. A ship as defined in and by claim 1 and reinforcing means secured tosaid longitudinally extending box girders at a portion thereof alongsaid hatch openings comprising a box structure extending verticallyabove the plane of said deck having a height extending substantiallyover the height of the coaming along the longitudinal sides of thehatches and including upwardly sloping end portions and a flat portionintermediate and connecting the end portions, said flat portionextending the major longitudinal length of the hatch openings.

3. In a ship, a hull having plates constituting lateral walls thereof,at least one deck formed of deck plates, at least one row of hatchesextending longitudinally of said deck, beams extending longitudinally ofthe ship and defining opposite sides of said row of hatches and eachincluding a plurality of parallelly disposed channel irons extendinglongitudinally of the ship and having their upper flanges connected tothe deck plates and lower auxiliary sole-plates rigidly connected to thelower flanges of said longitudinally extending channel irons, wherebysaid longitudinally extending channel irons, the lower auxiliarysole-plates and the deck plates connected thereto constitutelongitudinally extending box girders, a plurality of tranverse beamsevery one of which being respectively disposed adjacent each athwartshipend of each of said hatches and extending from one side of the hull tothe other side thereof and each including a plurality of parallellydisposed channel irons extending transversely of the ship and havintheir upper flanges in substantially the same plane as the upper flangesof said longitudinally extending channel irons and connected to the deckplates and lower reinforcing sole-plates rigidly connected to the lowerflanges of said transversely extending channel irons, whereby saidtransversely extending channel irons, the lower reinforcing sole-platesand the deck plates connected thereto constitute transverse box girdersadjacent each athwartship end of each of said hatches, connecting meansbetween said longitudinally extending beams and said transverse beams,and vertically disposed supporting means rigidly connected to thelateral walls of the hull of the ship and supporting said transverselyextending beams.

4. In a ship according to claim 3, said vertically disposed supportingmeans constituting for each transversely extending box girder asubstantially vertical beam disposed on each lateral wall of the hulland each comprising a plurality of substantially vertical channel ironshaving their outer flanges rigidly connected to the plates forming thelateral walls of the hull and inner plates connected to the innerflanges of said vertical channel irons, whereby said vertical channelirons and the inner plates and lateral walls of the hull connected tothe said vertical channel irons constitute substantially vertical boxgirders.

5. In a ship according to the claim 3, for each transversely extendingbeam a vertical stanchion resting on the bottom of the hull and disposedunder said transverse box girder substantially midway of the transverseside of the corresponding hatch and adapted to support said transversebox girder.

6. In a ship according to claim 3, additional reinforcing means on saidlongitudinal box girders along and adjacent the sides of the hatches andrigidly connected with said longitudinal box girders and extendingsubstantially over the height of the coamings along the longitudinalsides of the hatches.

7. In a ship according to claim 3, a transverse bulkhead under andcontactin at least one of said transverse box girders for supporting thesame.

BERNARD KERVARREC.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 522,744 Stratton July 10, 1894538,799 Stuart May 7, 1895 586,436 Haug July 13, 1897 670,225 GayleyMar. 19, 1901 704,362 Oldham July 8, 1902 975,699 Lilliehook Nov. 15,1910 1,029,546 Isherwood June 11, 1912 1,033,403 Hough July 23, 19121,066,039 Oldham July 1, 1913 1,180,852 Jack Apr. 25, 1916 2,071,925Frear Feb. 23, 1937

